Self-Contained Electrolysis Unit

ABSTRACT

A standalone unit is provided to allow for onboard hydrogen generation for engine intake aboard a vehicle such as a heavy duty truck. The hydrogen generation is accomplished by an electrolysis unit, which is rendered operative by integrating it with a vehicle, including electrical connections to the vehicle battery and fluid connections to the intake of the vehicle engine. The electrolysis unit and related electrical and electronic items are housed within an enclosure, with the enclosure being secured to the frame rails of a heavy duty truck by a mounting system. The mounting system does not require the use of drilling or other permanent alterations to be made to the frame rails, and is height-adjustable to provide sufficient clearance for the driveshaft of the heavy duty truck. Utilization of the generated hydrogen results in decreased vehicle emissions and improved fuel economy, available to heavy duty truck via retrofit of the standalone unit.

The current application claims a priority to the U.S. Provisional Patent application Ser. No. 62/012,527 filed on Jun. 16, 2014.

FIELD OF THE INVENTION

The present invention relates generally to an apparatus and method for a hydrogen generator used on trucks. More specifically, the present invention is a hydrogen generator meant for installation (without drilling) between the frame rails of any truck designed to pull a semi-trailer.

BACKGROUND OF THE INVENTION

Addition of hydrogen to the air intake of a combustion engine can dramatically cut the pollutants in the engine's exhaust. Reductions up to 50% have been observed in studies, some dating back into the 1950's. Hydrogen burns more fiercely, propagating the flame front faster, increasing the efficiency of combustion, and burning the petroleum fuel more completely. Hydrogen can be produced by an onboard unit, in which distilled water is converted by electrolysis into hydrogen and oxygen gas. The produced hydrogen gas is then pulled into the engine through the air intake. This uses some of the engine's power, but the return from increased combustion efficiency increases fuel mileage. The fuel efficiency increase is stated in both customer letters and formal test results documented by NASA and Idaho National Engineering & Environmental Laboratory. An additional benefit to trucking companies is a reduction in exhaust emissions which are regulated by the EPA.

The present invention seeks to make the benefits more easily attainable for truckers by providing a standalone unit which is easily installed on a heavy duty truck. The standalone unit interfaces with the vehicle by simple hookups to the vehicle's battery and air intake duct. No modifications are required to the frame of the vehicle, as the present invention is housed within an enclosure which is simply positioned atop the frame rails of a heavy duty truck and secured through a mounting system. Ultimately, use of the present invention is not restricted to heavy duty trucks or their diesel engines; a variety of vehicles and engines can potentially be improved as a result of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram showing electronic, electrical, and fluid connections of the present invention.

FIG. 2 is a diagram showing connections of the control interface and the power source of the present invention.

FIG. 3 is a diagram showing electrical connections of the power source with respect to an electrolysis unit of the present invention.

FIG. 4 is an example illustration showing how an enclosure of the present invention is positioned atop frame rails of a heavy duty truck.

FIG. 5 is an example illustration showing a hinged construction for the enclosure of the present invention.

DETAIL DESCRIPTIONS OF THE INVENTION

All illustrations of the drawings are for the purpose of describing selected versions of the present invention and are not intended to limit the scope of the present invention.

The present invention is a retrofit for vehicle engines. While the present invention is applicable to a variety of engine types and vehicle types, this application concerns itself primarily with the retrofitting of diesel powered heavy duty trucks. The present invention, when integrated with the power train of a vehicle, allows for substantial reductions in vehicle emissions as well as a measurable increase to fuel economy. The present invention comprises an electrolysis unit 1 along with power source 2, power control module 3, pulse width modulator 4, reservoir 5, and exhaust 6, as well as an enclosure 7 which contains many of the aforementioned components and allows the present invention to be attached to the frame rails of a heavy duty truck by means of a mounting system 8. The present invention's configuration, including electrical and electronic connections, is illustrated in FIG. 1-FIG. 5.

The benefits of the present invention are obtained through the production of hydrogen gas via electrolysis; this is primarily accomplished through the electrolysis unit 1, with the other components supporting hydrogen production and management. The power source 2 supplies the necessary energy for operation of the electrolysis unit 1 and other electrical components, with the power control module 3 and pulse width modulator 4 being used to manage the energy supplied by the power source 2. The reservoir 5 stores the necessary materials for the electrolysis process, while the exhaust 6 routes the generated hydrogen gas to the intake of the heavy duty truck's engine. The materials (e.g. water and potassium hydroxide in the preferred embodiment) are stored in the reservoir 5 and passed to the electrolysis unit 1. The fluid can be transferred through the force of gravity or pumped through by an optional fluid pump 9. The use of a fluid pump 9 is necessary for certain installations where the reservoir 5 must be placed below the electrolysis unit 3, negating the ability to use gravity as a means to transfer fluids from the reservoir 5 to the electrolysis unit 3. Operating parameters of the present invention such as flow rate are controlled via a control interface 10 provided on the enclosure 7.

The electrolysis unit 1 itself comprises a containment unit 101, an anode 102, a cathode 103, and a fluid-receiving volume 104, with the anode 102 and cathode 103 being requisite for the electrolysis process as known in the art. The anode 102 and cathode 103 cause an oxidation reaction and a reduction reaction to occur, resulting in the production of hydrogen and oxygen. The fluid-receiving volume 104 is formed interior to the containment unit 101, serving as a holding place for fluids during the electrolysis process. The containment unit 101 effectively acts as a sealed container with an input for incoming fluids (e.g. water) and receptacles that allow the anode 102 and cathode 103 to be positioned into the fluid-receiving volume 104. While the electrolysis process can be carried out with only water, the addition of an electrolyte such as potassium hydroxide (KOH) improves the process. The power source 2 is electrically connected to the anode 102 and the cathode 103, as necessary for the oxidation reaction and reduction reaction to take place. The electrolysis unit 1 is shown in relation to other components of the present invention through FIG. 1.

The power source 2, in the preferred embodiment, is a preexisting component of the engine. More specifically, a battery of the engine is utilized as the power source 2, with wires being routed from the battery to the enclosure 7 in order to supply the necessary power. In order to ensure that the present invention only operates when the vehicle is running, the power control module 3 only supplies voltage from the power source 2 (e.g. the vehicle battery in the preferred embodiment) when the fuel pump relay initiates. Since the fuel pump relay activates when a vehicle is started, the power control module 3 only begins drawing voltage from the power source 2 once the vehicle is turned on. This configuration ensures the present invention only operates when the vehicle is running, preventing the present invention from draining the battery when the vehicle is turned off.

In other embodiments the power source 2 can be a component other than the vehicle battery. The alternator is one such potential power source 2. Using the alternator as the power source 2 also eliminates concerns about draining the power source 2, as the alternator is only active when the vehicle is running. Thus, an embodiment utilizing the alternator as the power source 2 would not need to rely on the fuel pump relay to detect when the vehicle has started. Ultimately, a number of power sources 2 are possible in alternative embodiments of the present invention, though the accessibility and benefits of the aforementioned battery and alternator result in them being among the more optimal choices for power sources 2. Connections of the power source are illustrated through the combination of FIG. 1, FIG. 2, and FIG. 3.

The reservoir 5 is provided to store water, as required for operation of the electrolysis unit 1. The water is supplemented with an electrolyte (as earlier referenced) and a foam eliminating composition (also known as an anti-foaming agent or defoamer). The electrolyte provides for a more effective electrolysis unit 1 while the foam eliminating composition minimizes the creation of foam. The contents of the reservoir 5 are preferably supplied to the electrolysis unit 1 by gravitational force, with the reservoir 5 having a greater potential energy (i.e. being positioned higher) than the potential energy of the electrolysis unit 1. In configurations where the reservoir 5 cannot be positioned higher than the electrolysis unit 1 (e.g. as is often the situation with dump trucks), the fluid flow is enabled by means of a fluid pump 9, which fluidly connects the reservoir 5 with said electrolysis unit 1. The fluid pump 9 is electrically connected with the power source 2 and electronically connected to the interface via a pump control module 901, allowing a person to adjust aspects such as flow rate via the pump control module 901 and interface 10. The pump control module 901 is rendered operational through an electrical connection to the power source 2.

As a safety measure, a circuit breaker is electrically connected between the power source 2 and the electrolysis unit 1. The circuit breaker will trip (thus preventing flow of current to the electrolysis unit 1) if a high current event occurs. This prevents damage to the present invention which might otherwise be caused by currents that exceed the operating parameters of the present invention.

The pulse width modulator 4 is provided to allow a user to optimize incoming voltage from the power source 2 through pulsed width modulation, with the modulator 4 converting a source voltage into a nearly continuous source of pulses. This allows for a more consistent power input which results in an optimized hydrogen production by the electrolysis unit 1.

The pulse width modulator 4 is coupled with a corresponding pulse width modulator control module 401. Said control module 401 can thus be used to set the desired current level of the pulse width modulator 4, as well as shut down the pulse width modulator 4 in the event of low voltage or low liquid levels in the reservoir 5. The pulse width modulator 4 is an example of a voltage regulator; alternative embodiments may choose to replace the pulse width modulator 4, along with the corresponding control module 401, with alternative means of voltage regulation.

As earlier referenced, a number of solutions can be used for the electrolysis process, though the preferred embodiment elects to utilize a ratio of 1 part potassium hydroxide to 4 parts water. That is, for every gallon of water, ¼ cup of potassium hydroxide is added. The solution is stored in the reservoir 5, from which it can be pumped to the electrolysis unit 1 where hydrogen generation occurs. Additional potassium hydroxide may be added to prevent freezing in extremely low temperatures, e.g. negative 85 degrees Fahrenheit and lower.

As it is possible for water vapors to combine with the hydrogen gas, a dehumidifying unit 11 is preferably provided. The dehumidifying unit 11 is positioned between the electrolysis unit 1 and the exhaust 6, such that generated gases from the electrolysis unit 1 must pass through the dehumidifying unit 11 before traveling through the exhaust 6. The electrolysis unit 1 is thus in fluid communication with the exhaust 6 through the dehumidifying unit 11. The dehumidifying unit 11 removes moisture from the gas, as excessive moisture levels are detrimental to engine performance. The exhaust 6 itself is connected to the intake of an engine in order to allow the hydrogen gas to be fed into the engine for improved operation.

The enclosure 7 is constructed to be easily installed, accessed, and serviced. The electrolysis unit 1, the power control module 3, the pulse width modulator 4, the fluid pump 9 (in embodiments that comprise such), and the reservoir 5 are all housed within the enclosure 7 in order to provide protection against inclement weather, road debris, and other potential hazards that could damage the aforementioned components. External connections are necessary in order to allow the present invention to integrate with the heavy duty truck, including electrical connections (e.g. via conductive wires) to the power source 2 and fuel pump relay, as well as fluid connections (e.g. via sealed tubing that transfers generated hydrogen gas) to the engine intake. The positioning of the enclosure 7 relative to a heavy duty truck is shown in FIG. 4.

In the preferred embodiment, the enclosure 7 has two sections that are hingedly connected to each other. This allows the enclosure 7 to easily be opened when servicing is required, such as refilling the reservoir 5. In other embodiments, different constructions for the enclosure 7 can be utilized, though alternative options will preferably be accessible without requiring the enclosure 7 to be removed from the heavy duty truck's frame rails. The desire for accessibility is in the interest of usability, as servicing the present invention would otherwise require disconnecting the present invention from the power source 2, fuel pump relay, and engine intake. An illustrative example of how the enclosure 7 can be built from two hinged sections is shown in FIG. 5.

The control interface 10 is provided in order to allow a user to adjust certain settings of the present invention, primarily flow rate of the fluid pump 9 and a desired amperage (i.e. current level) via the pulse width modulator 4. The control interface 10 is capable of receiving user input through a number of means, examples of which include but are not limited to rotatable knobs, buttons, and touchscreen displays. The control interface 10, effectively, allows a user to manipulate flow rate and current levels as desired.

In another embodiment, in order to make adjusting parameters of the present invention simpler, the control interface 10 is installed on the dashboard of the vehicle, while maintaining communications with the other components of the present invention through, for example, a wired or wireless connection. Also installed on the dashboard are a voltmeter and an ammeter, which assist with optimal calibration of the present invention.

The mounting system 8, as shown in the preferred embodiment, uses a first lip 801 and a second lip 802 which are positioned atop a corresponding first frame rail 12 and second frame rail 13 of the heavy duty truck. The enclosure 7 itself comprises an external face 700, a first edge 701, and a second edge 702, with the first edge 701 and second edge 702 being positioned opposite each other across the external face 700. The first lip 801 is connected along the first edge 701 of the enclosure 7 while the second lip 802 is connected along the second edge 702 of the enclosure 7, such that the body of the enclosure 7 is positioned between the first frame rail 12 and the second frame rail 13 of the heavy duty truck. Effectively, the first lip 801 and the second lip 802 allow the present invention to be positioned atop the frame rails of a heavy duty truck without requiring modification to the frame rails of said heavy duty truck; this improves the ease with which the present invention can be integrated with existing vehicles.

Preferably, the mounting system 8 is height-adjustable, allowing a user to raise the enclosure 7 so that it does not interfere with the driveshaft of the heavy duty truck. This adjustable feature ensures that the present invention is compatible with a variety of heavy duty trucks, as the height of the driveshaft varies between models which necessitates either a height-adjustable means or, alternatively, the production of differently dimensioned models corresponding to specific models of heavy duty trucks. It is also preferable that the mounting system 8 does not require modifications or alterations to be made to the frame rails of the heavy duty trucks. Thus the application of detachable items such as clamps or magnets is preferable to non-temporary solutions, including fasteners such as screws.

Potentially, for better optimization of the electrolysis unit 1, the present invention can be electronically connected to an engine control unit (also known as a powertrain control module). The engine control unit, already in charge of optimizing engine performance, can communicate with the present invention to ensure that the rate of hydrogen gas production is accounted for in determining ideal operating parameters for the engine. More specifically, the engine control unit can optimize the air:fuel ratio being combusted in the engine based on the rate of hydrogen generation of the electrolysis unit 1, with said rate of hydrogen generation itself being dependent on the flow rate, whether flow rate results from a gravity feed originating at the reservoir 5 or an optional fluid pump 9.

While the present invention can be built using a variety of materials, certain characteristics are desirable resulting in preferred materials. For example, the tubing used to transfer fluids (both liquids and gases) between components and to the engine intake is ideally chemically inert, non-contaminating translucent tubing; polyethylene is a material with such qualities, in addition to being exceptionally stable with a long operational life and a resistance to corrosion and environmental chemicals.

Likewise, the cables used for electricity transfer are durable and robust, being designed to withstand extreme conditions (e.g. both high and low temperatures, water, and road salts) that are likely to be encountered by a vehicle utilizing the present invention.

Although the invention has been explained in relation to its preferred embodiment, it is to be understood that many other possible modifications and variations can be made without departing from the spirit and scope of the invention as hereinafter claimed. 

What is claimed is:
 1. A self-contained electrolysis unit comprises: an electrolysis unit; a power source; a power control module; a pulse width modulator; a reservoir; an exhaust; a mounting system; an enclosure; the reservoir being in fluid communication with the electrolysis unit; the electrolysis unit being in fluid communication with the exhaust; the power source being electrically connected to the electrolysis unit through the power control module; the pulse width modulator being electrically connected between the power control module and the electrolysis unit; the electrolysis unit, power control module, the pulse width modulator, and the reservoir being housed within the enclosure; and the mounting system being adjacently connected to the enclosure, wherein the mounting system allows the self-contained electrolysis unit to be secured to a first frame rail and a second frame rail of a heavy duty truck.
 2. The self-contained electrolysis unit as claimed in claim 1 comprises: the electrolysis unit comprises an anode, a cathode, a containment unit, and a fluid-receiving volume; the fluid-receiving volume being positioned within the containment unit; the anode and the cathode being positioned into the fluid-receiving volume; the reservoir being in fluid communication with the fluid-receiving volume; and the power source being electrically connected to the anode and the cathode.
 3. The self-contained electrolysis unit as claimed in claim 1 comprises: a dehumidifying unit; and the dehumidifying unit being in fluid communication between the electrolysis unit and the exhaust, wherein the dehumidifying unit removes moisture from gases generated by the electrolysis unit as gases generated by the electrolysis unit travel to the exhaust.
 4. The self-contained electrolysis unit as claimed in claim 1 comprises: a fluid pump; a pump control module; the fluid pump being housed within the enclosure; the fluid pump being in fluid communication with the reservoir and the electrolysis unit; the fluid pump being electrically connected to the power source; and the pump control module being electronically connected to the fluid pump;
 5. The self-contained electrolysis unit as claimed in claim 4 comprises: a pump control module; a control interface; the control interface being mounted on the enclosure; the control interface being electronically connected to the pump control module; and the pump control module being electrically connected to the power source.
 6. The self-contained electrolysis unit as claimed in claim 1 comprises: a control interface; the control interface being mounted on the enclosure; and the control interface being electronically connected to a pulse width modulator control module, wherein the pulse width modulator control module is used to adjust an amperage output from the pulse width modulator.
 7. The self-contained electrolysis unit as claimed in claim 1 comprises: the enclosure comprises an external face, a first edge, and a second edge; the mounting system comprises a first lip and a second lip; the first edge and the second edge being positioned opposite each other across the external face; the first lip being connected along the first edge; the second lip being connected along the second edge; and the first lip and the second lip being positioned opposite each other across the enclosure, wherein the first lip and the second lip are respectively positioned atop the first frame rail and the second frame rail of the heavy duty truck and the enclosure is positioned between the first frame rail and the second frame rail.
 8. A self-contained electrolysis unit comprises: an electrolysis unit; a power source; a power control module; a pulse width modulator; a reservoir; an exhaust; a mounting system; an enclosure; the electrolysis unit comprises an anode, a cathode, a containment unit, and a fluid-receiving volume; the reservoir being in fluid communication with the electrolysis unit; the electrolysis unit being in fluid communication with the exhaust; the power source being electrically connected to the electrolysis unit through the power control module; the pulse width modulator being electrically connected between the power control module and the electrolysis unit; the electrolysis unit, power control module, the pulse width modulator, and the reservoir being housed within the enclosure; the mounting system being adjacently connected to the enclosure, wherein the mounting system allows the self-contained electrolysis unit to be secured to a first frame rail and a second frame rail of a heavy duty truck; the fluid-receiving volume being positioned within the containment unit; the anode and the cathode being positioned into the fluid-receiving volume; the reservoir being in fluid communication with the fluid-receiving volume; and the power source being electrically connected to the anode and the cathode.
 9. The self-contained electrolysis unit as claimed in claim 8 comprises: a dehumidifying unit; and the dehumidifying unit being in fluid communication between the electrolysis unit and the exhaust, wherein the dehumidifying unit removes moisture from gases generated by the electrolysis unit as gases generated by the electrolysis unit travel to the exhaust.
 10. The self-contained electrolysis unit as claimed in claim 8 comprises: a fluid pump; a pump control module; the fluid pump being housed within the enclosure; the fluid pump being in fluid communication with the reservoir and the electrolysis unit; the fluid pump being electrically connected to the power source; and the pump control module being electronically connected to the fluid pump.
 11. The self-contained electrolysis unit as claimed in claim 10 comprises: a control interface; the control interface being mounted on the enclosure; the control interface being electronically connected to the pump control module; and the pump control module being electrically connected to the power source.
 12. The self-contained electrolysis unit as claimed in claim 8 comprises: a control interface; the control interface being mounted on the enclosure; and the control interface being electronically connected to a pulse width modulator control module, wherein the pulse width modulator control module is used to adjust an amperage output from the pulse width modulator.
 13. The self-contained electrolysis unit as claimed in claim 8 comprises: the enclosure comprises an external face, a first edge, and a second edge; the mounting system comprises a first lip and a second lip; the first edge and the second edge being positioned opposite each other across the external face; the first lip being connected along the first edge; the second lip being connected along the second edge; and the first lip and the second lip being positioned opposite each other across the enclosure, wherein the first lip and the second lip are respectively positioned atop the first frame rail and the second frame rail of the heavy duty truck and the enclosure is positioned between the first frame rail and the second frame rail.
 14. A self-contained electrolysis unit comprises: an electrolysis unit; a power source; a power control module; a pulse width modulator; a reservoir; an exhaust; a mounting system; an enclosure; a control interface; the electrolysis unit comprises an anode, a cathode, a containment unit, and a fluid-receiving volume; the reservoir being in fluid communication with the electrolysis unit; the electrolysis unit being in fluid communication with the exhaust; the power source being electrically connected to the electrolysis unit through the power control module; the pulse width modulator being electrically connected between the power control module and the electrolysis unit; the electrolysis unit, power control module, the pulse width modulator, and the reservoir being housed within the enclosure; the mounting system being adjacently connected to the enclosure, wherein the mounting system allows the self-contained electrolysis unit to be secured to a first frame rail and a second frame rail of a heavy duty truck; the control interface being mounted on the enclosure; the fluid-receiving volume being positioned within the containment unit; the anode and the cathode being positioned into the fluid-receiving volume; the reservoir being in fluid communication with the fluid-receiving volume; and the power source being electrically connected to the anode and the cathode.
 15. The self-contained electrolysis unit as claimed in claim 14 comprises: a dehumidifying unit; and the dehumidifying unit being in fluid communication between the electrolysis unit and the exhaust, wherein the dehumidifying unit removes moisture from gases generated by the electrolysis unit as gases generated by the electrolysis unit travel to the exhaust.
 16. The self-contained electrolysis unit as claimed in claim 14 comprises: a fluid pump; a pump control module; the fluid pump being housed within the enclosure; the fluid pump being in fluid communication with the reservoir and the electrolysis unit; and the fluid pump being electrically connected to the power source; the pump control module being electronically connected to the fluid pump; the control interface being electronically connected to the pump control module; and the pump control module being electrically connected to the power source.
 17. The self-contained electrolysis unit as claimed in claim 14 comprises: the control interface being electronically connected to a pulse width modulator control module, wherein the pulse width modulator control module is used to adjust an amperage output from the pulse width modulator.
 18. The self-contained electrolysis unit as claimed in claim 14 comprises: the enclosure comprises an external face, a first edge, and a second edge; the mounting system comprises a first lip and a second lip; the first lip and the second lip being positioned opposite each other across the external face; the first lip being connected along the first edge; the second lip being connected along the second edge; and the first lip and the second lip being positioned opposite each other across the enclosure, wherein the first lip and the second lip are respectively positioned atop the first frame rail and the second frame rail of the heavy duty truck and the enclosure is positioned between the first frame rail and the second frame rail. 